Angle-bar.



' f E. C. C

ANGL

APPLICATION FILED FEB.26. 1915.

Patented Oct. 5, 1915.

3 SHEETS SHEET l.

E. C. CARTER.

ANGLE BAR.

PPLlcATloN FILED rEB.26.191V5.

Patented Oct. 5,1915. v

3 SHEETS-SHEET 2.

E. C. CARTER.

ANGLE BAR.

APPLICATION FILED FEB.26. 1915.

3 SHEETS-SHEET 3.

Patented Oct. 5, 1915.

Edward Hari/@70 COLUMBIA PLANGQRAPH co wAsIIIN nnnnnnn c.

.ED-wem or ,Eveneens ILLINOIS.

To all whom it muy concern Be yit known .that l, ,EDWARD C. rCanrnR, a citizen of the United States, residing at Evanston, in .the .county of Cook and State of Illinois, ihave invented .centain new and useful Improvements in Angle-Bars, `of which the following 'is a specification.

This invention relates Ato improvements in angle :ba-rs adapted for use in forming the joints .of rail-'way rails. y

The angle bars now ,commonly `employed for Athe piuiposeof joining the rails and supporting @the Isame .at the joints are of such form ,that Ias the mutual wear 'takes place gon enacting weclgin-g surfaces .of the angle bar and -railxshouilders are ormedavhich prevent further leffective adjustment of the angle bar relatiuely to ,the rail. f

One ob-iec-t od? this invention is to provide an angle bar with a wedging surface which will substantially ,overcome the above dificulty, jand `thereby prolong'. the liffe of the angle fberrerrnouher object is fto provide an angle har with wedging surfaces 1milwied fto cOact .with the lowler isurgtace of -fthera'il head Vand with the upper surface voff the rail base, in `such a. ,that ,as fthe wear takes place A,on the wedging surfaces of the rail andangle bar, eed-the. ausl@ :bar is adjusted relatvelv t0 the frail., the fermati@ off -shoulders-whch wnildV prevent ,further effective adjustment of the ,angle bar with yrespect to the rail.- will loe very paatenialjly deferred.

r,Fliese and ,other l )lojects of the invention will 4be more panticu-larly set tenth in the following specigtication, ftaflgen gin connection with the accompanying .drawings-in which l (have illustrated .one Iemloodimen-t of the inyention.

,the `drxzrwa'.ngs*Figure l is a sectional View .oif a .nagilway 1rail .and angle {bar [constructed accordes t@ @resent practice, shoving the initial contact-ins Surfaces Off the rail and :angle bar, and, by dotted lines, the 7ultimate wearing `surfaces of the rai-l after ,wear has taken `place and shoulders haa/1e been .termed thereon. Fig. 2 is an genlargement @if e mention .of l., Showing the upper pf'edging surfaces. Fig 3 Vis ,a Sectional view ,of ,the lower portion of `the Sangle, bar'i'llustrated ,in g1, showing, by dotted lines, the ultimate wearing sur-tace on the lower eelt of .Miele ber and 'the Shoulder formed thereon Eisfl: is a sectional Specjteationlof Letters Patent rarengupoei. anais.

Application .flied February ze, 1915. .seriell no. 10,861.

angle bar constructed according'to my invention, in v-the position relative" to the rail .which it occupies in thejinitial assemblage.

Figi 5 is a-n'enlargement sofa portion'of 4," Showing the upper ir/edgingsurfaces.

Fig. `is a view-similar to fthaitof Fig. :5, showing a later position .of the langle bar relatively to V the rail after some wear has taken ipllace. those of Figs. 5 and 6, `showing the .relative positions .of the angle ibar and rail after the wear oaf the wedging surfaces and Yitheinward movement of v the angle vbar relative to lthe Arail has been such as'fto bring the entire upper wedging lsurface of the angle bar in. contact with :the under side of .the head of fthe rail. Fig. 8 is an enlarged diagrammatic ,view representing I.the theoretical manner in which ,the wear occurs on the coacting surfaces; and Fig. f9 is va diagrammatic view on an .enlarged distorted .sca-le, showing the differential successive positions of various points on the wedging surfaces as wear o c' curs vand ithe angle bar is advanced toward the -rail `.by tightening the bolts.

Like numerals refer to like parts and elements in 1the .several ligures of the drawings.

Referring to Fig. l of the drawings, the rail 10 is shownas comprising ahead l0 and a base A1,0",abe`tween which the Iangle fbars lil are adapted Ito wedge. |The angle ba-ris secured Ato the rail by a bolt `12 and nut 173, which may Fbe adjusted to regulate the position of the angle bar relatively to the-rail, in order to taire up fthe wear on the coacting wedging surfaces of the angle bar and rail and maintain fa' close wedging tit between the rail .and angle bar, Ysol Lthat the Vangle hairs will .effectively support the rails at'the' joint. A Yplurality off bolts'and nuts `are or' course :employed Zfor this purpose, although only Yone of each appears the drawing. The upper wedging surface lfl of the langle bar is adapted .to .coact with t1, e lower wedg ing surface l5 of the rail head, and .when the 'ordinary angle :bar 'isnrst assembled on the rail said surfaces are in contact from the fouter side ofthe angle bar, rrepresented by the point 16, .to the ,inner boundary of upper 'wedging surface, represented by the point 17. "llhe lowerrwefdging 'surface 18 oi `the angle bar is adapted to,f c':" ,')ac`z?|:v w'iithfthe upper v-wedging suivi-.ace -19 of the-rail base,

and said Awedgii'igsurfaces are incontacul Fig. 7l is a .view similarito rail.

in the initial assemblage, from the outer boundary of the wedging surface 19, represented by the point 20, to the inner boundary of the wedging surface 18, represented by the point 21. As the mutual wear of the wedging surfaces of the angle bar and rail takes place, and the bolts which hold the angle bar in position for making it effective as a supporting joint are tightened, the wedging surfaces 15 and`19 of the rail ultimately assume the positions shown by the dotted lines 22 and 23, and shoulders are formed at the points 2e and 25 on the wedging surfaces of the rail, which shoulders substantially prevent any further inward movement of the angle bars with respect to the rail. At the same time the lower wedging surface of the angle bar assumes the ultimate position shown by the dotted line 26, and a shoulder 27 is formed on the angle bar, which also prevents further inward movement of the angle bar relatively te the F rom the time that the shoulders are formed on the wedging surfaces of the rail and angle bar, the mutual wear between the contact surfaces of the rail and angle bar can no longer be compensated for by drawing` the angle bar closer to the web of the rail, and in a short time this mutual wear becomes such as to leave the adjoining rails without the necessary support which theangle bars are furnished to provide, and eX- cessive relative deflection of the rails results, with consequent rapid wear o-f the wheel-bearing surfaces of the rails in the neighborhood of the joint, and of the contact surfaces of the rails and angle bars, thereby decreasing' the life of the rails, making a rough track, and increasing` the cost of maintenance of the track.

By my invention I substantially overcome the diiiiculties above described in connection with the present form of angle bar, and defer the formation of a shoulder at the point 24 by providing an angle bar 30 having an upper wedging surface of such contour that when the angle bar is first assembled on the rail, said surface will contact with the lower surface of the rail head only between the boundaries represented by the points 31 and 32, while said surface on the angle bar will diverge from the lower surface of the rail head inwardly of the point as indicated by the divergence of the lines 33 and 34, the divergence being such as to prevent the formation of a shoulder as the angle bar is adjusted inwardly. It will be seen that the upper wedging surface of the angle bar comprises a surface 35 which 1s initially in contact with and which is angularly disposed with respect to the divergent surface 36, and I also prefer to provide another surface 37, which, in the initial assemblage, projects beyond the adjacent vertical face of the rail head, preferably inclined downwardly with respect to the plane of the surface 35. I defer the formation of a shoulder at the point 25 by providing the lower part of the angle part 30 with a surface which, in the initial assemblage, coacts with the upper wedging surface of the rail base only between the boundaries represented by the points 38 and 39, and which diverges from said wedging surface of the rail base inwardly of the point 39, as represented by the divergence of the lines 110 and 41. I also provide the lower portion of the angle bar with a horizontally extending surface 42, which projects outwardly from the point 38 in a manner to prevent the formation of a shoulder on the angle bar, as said angle bar is adjusted inwardly toward the rail.

The operation and effect of my improved angle bar will be described in connection with the upper wedging surfaces'only. In Fig. 6 I have represented, by dotted lines, the initial position of the angle bar shown in Fig. 5, and, by full lines, a later position of the angle bar after some wear has occurred. In this position the upper wedging surface of the angle bar contacts with the lower wedging surface of the rail head between the boundaries 31 and 13, the area of contact of the wedging surfaces having increased, owing to the wear which has taken place. It will be seen that in this position the inner portion of the wedging surface of the angle bar diverges from the under side of the rail head in the same manner as indicated in F ig. 5. In F ig. 7 I have shown the angle bar in a still later position with respect to the rail, after the bolts have been further tightened and the mutual wear of the wedging surfaces has increased to such a degree that substantially the entire upper wedging surface of the angle bar contacts with the lower surface of the rail head.

Fig. 8 represents diagrammatically the manner in which the wear occurs on the upper wedging surPace of the angle bar and the lower wedging surface of the rail head. In the initial assemblage, the upper wedging surface of the angle bar contacts with the under surface of the rail head on the surface 31h32, as previously indicated, while the portion 36 of the wedging surface diverges from the under surface of the rail head, as represented by the divergence of the lines 33 and 34. As the bolts are tightened, and the angle bar is moved toward the rail to take up the wear which has taken place on the wedging surfaces, the newly adjusted position of the upper outer face 302*4 of the angle bar may be represented by the dotted line 3 0". As the angle bar moves from the position represented by the line 30a to the position represented by the line 30", the point 81 on the angle bar, representing' the outer boundary of the contacting surfaces in the liti anew

initial assemblage., will more horzaontally inward At0 .the point 44:, assiunngfthat all of the wear takes place on the iunder `surface of the rail head. On the other hand, ,if it be assumed that ,all `of ,the wear taires placelon the angle gbar, the point 3l on the yangle gbar will move to the point In practice the point 3l will move to some intermediate position, as designated `by the point d6, and the area of Contact yof the wedgingl surfaces will have increased, owing to the wear which has taken place, so that in the position rep.- resented by the line 30h, the area of `actual contact of the wedging surfaces may be represented by the line i6-t7. Inwarolly of the ,point l?, the upper wedging surface of the angle bar will diverge from vthe lower surface of the rail head at the saine angleas in the initial assemblage. It will ibe seen that the plane of the contacting surfaces i6-lf? in this lposition lies at an angle to the plane of the original contactingsurfaces 31-32, and between the planes represented by the lines 33 and 34. As the wear con-` tinues, and the bolts which ghold ,the angle bars ,to the rails ,are further tightened, and the angle bar is drawn in to a further extent toward `the web .ofthe rail, the ,area of the wedging surfaces in actual contact will -increase without the format-ion of va shoulder, so that ultimately substantially ,the entire upper wedging surface of fthe angle .bar will be lin contact with the nnder side of the rail hea-d, shown in Fig. 7.' In order Vrthat .the area of .the surfaces in actual contact may increase outwardly from the rail, as well vas inwardly .toward the rail, as ,mutual wear occurs .and the angle bar moves inwardly, I have provided the angle ,bar with ,the outwardly extending part having the upper surface ,3.7, above described. this added improvement is to provide a relatively larger ,area of wearing Contact for each position ofthe angle bar.. from that shown in Fig. 5 to that shown in Fig. 7, than would exist if ,the surface 437 were absent, thereby `distributing the Wear `over larger surfaces and increasing `the period .required for the entire upper wedging surface of the angle bar eto come in contact .with 4the under side of the rail head.

For the purpose of illustrating the `successive positions of thel wearing surfaces, I have `shown in Fig. 9, on an venlarged scale, a diagram-matic representation of the differential successive positions occupied by different .points of the wearing surfaces as the angle bar is adjusted toward the rail. In this ligure the original lower wedging surface of the .rail head is .represented vby the line 31.-50, and the line affb-c--de-/f-(/ represents the initial upper wedging surface of the angle bar. The line b-c represents diagrammatically the initial area of .Contact ,tof the wedgng sur-fares, corre- The 'effect .ofy

.SiwndingtO-theline(31H52 in ',Fgs- 41E-@md5 the Vlinel cr-b represents the surface 37; and the line c-.g ,represents the inner ,divergfing :surface .36 of the angle bar, which ininitial.v

assemblage diverses' from the adjacent surface' of the' railihead, as indicated lby the divergence -of the lines `33 ,and 34. `Assumthat rthe- .bolts have been tightened `to anove fthe angle .bar inwardly .toward :the rail a distance A-A ,the .point a willV move horizontally inward ,to Voccupy .the posi-tion n, which is coincident with the position ,previously occupied by the point l) .on the I angle bar, and at .the same time .the point b will move horizontally inward an equal distance, provided all ofthe wear takes place in fthe rail.v If it .be assumed :that .the wear takes .placeequally inthe vrail and angle bar, .the point Z) will move to the lpoint b mid,- way a vertical plane between the horironta-l `projection 51 ,of the .original position .of the point l) and ,the yadjacent vertical projection of the point 51 onthe lower surfac Y of the rail head. InV a ,similar `fmanner, the point c Aon the angle-bar will move inwardly ,to lapoint c', which .is midway in a .vertical ,plane between the l.horizontal inward proection .of .the original y position of the point f vwhile said surfacewill ldiverge from the under side of ,the rail head, yas `i',ep-resented by the line alfgr., which line is parallel 'to the line o-fgf. In. the same .manner `it may be determined ythat after further wear has taken .place and the angle bar has `been further adjusted `toward the Vrailia distance AfA, the upper surface o f `-the angle-.bar will vcorfltact with .the `under .side lof qthe 'rail head yas represented by the line .aff-6 (,W-(Zf-e, and will diverge therefrom, as represented by the line e-.g. After the angle .bar has moved astill farther `'distance AH-Ah' it will contact with the rail head over the surface represented by the line a b/ I C/ I (Z/I I f/ l, dverge therefrom, as rep-resented :by the line f g yIt will be apparent that the area of .actual contact of the wedging surfaces constantly increases as thewear in- Greases Aand ,the angle bar is adjusted inwardly,and that in each position theinner portion of the upper wedging surface of the angle bar diverges from the adjacent under surface of the rail head in such a manner as to prevent the formation of va shoulder which rwould prevent further effective ad-v justment Aof the angle bar relatively to the ion rail, all of which will be well understood by those skilled in the art.

From a study of the foregoing description, taken in connection with Fig. 9, it will be seen that by varying the initial areas of contact of the wedging surfaces or the angular relation of the different portions 35, 36, and 37 thereof, the succeeding surfaces of contact may be made to vary in any desired manner within a considerable range, so as to secure at all times a tight wedging fit while maintaining a divergence between the inner portion of the wedging surface of the angle bar and the adjacent wedging surface of the rail, in order to prevent or defer the formation of shoulders.

Although I have particularly described the operation and effect of my improved angle bar in connection with the upper wedging surfaces thereof, it will be understood that the operation of the lower wedging surface is similar and effects a similar advantageous result. i

During the period elapsing between the application of my improved angle bar to the rail and the time at which the mutual wear has resulted in'bringing the entire wedging surface of the angle bar in contact with the adjacent wedging surface of the rail, as represented in Fig. 7, there has been no formation of shoulders on the contact surfaces of the rail, or angle bar, to prevent further tightening of the joint; and it will therefore be seen that my invention has increased the effective life of the angle bar an amount measured by the time required for the angle bar and rail to wear off to such an extent as to contact with each other over the entire wedging surface of the angle bar.

lhile I have shown and described a particular embodiment of my invention, and have explained the operation and effect thereof in a particular manner for purposes of illustration, it will be understood that I contemplate changes in form and arrangement,of parts as necessity may require, or circumstances suggest, and that I do not wish to be limited to the form herein illustrated, or to the mode of operation thereof set forth, except as defined by the appended claims.

I claim l. In a device of the class described, a railway rail, an element adapted to be secured to said rail, and means for adjusting said element relatively to said rail, said rail and said element having wedging surfaces which contact over a portion of their areas and thence diverge in the general direction of movement of said element as it is adjusted relatively to said rail.

2. In a device of the class described, a railway rail, a supporting element adapted to wedge between the head and the base of said rail, and means to adjust said element relatively to said rail, saidrail and said element having wedging surfaces which contact over portions of their areas and thence diverge toward the web of said rail.

3. In a device of the class described, a railway rail, a supporting element adapted to be secured to said rail, and means for adjusting said element relatively to said rail, said element having a wedging surface which contacts with said rail over a portion of its area and thence diverges from the plane of said contacting surfaceinwardly toward said rail.

4L. In a device of the class described, a

railway rail, a supporting element adapted to be secured to said rail, and means for adjusting said element relatively to said rail, said element having a wedging surface which contacts with said rail over a portion of its area and thence diverges from the plane of said contacting surface toward said rail from one side of said contacting surface and away from said rail from the other side of said contacting surface.

5. In a device of the class described, a railway rail, an angle bar adapted to wedge between the head and base of said rail to support the same at a joint, and means for adjusting said angle bar relatively to said rail, said angle bar having upper and lower wedging surfaces adapted to engage the lower surface of the rail head and the upper surface of the rail base respectively, said wedging surfaces being arranged to contact with said rail over portions of their` areas 3 and to diverge from the planes of said contacting surfaces inwardly toward said rail.

6. An angle bar adapted to be adjustably secured to railway rail, said angle bar having a wedging surface arranged to contact with a surface of said rail over a portion of its area and thence to diverge from said surface of said rail in the general direction of mov-ement of said angle bar as it is adjusted toward said rail.

7. An angle bar adapted to be secured to a railway rail, said angle bar having an upper wedging surface arranged to contact over a portion of its area with the under1 Y surface of the head of said rail and thence to diverge from the plane of said contacting surfaces toward the web of said rail.

8. An angle bar adapted to be secured to a railway rail, said angle bar having a lower wedging surface arranged to contact over a portion of its area with the upper surface of the base of said rail and thence to diverge from the plane of said contacting surfaces inwardly toward the web of said rail.

9. An angle bar adapted to wedge between the head and the base of a railway rail, said angle bar having a wedging surface which is arranged to Contact with the adjacent wedging surface of said rail over a longitudinally extending portion of its area and thence to diverge angularly from the plane of contact transversely of and toward the web of said rail.

10. An angle bar adapted to be adjustably secured to the web of a railway rail, said angle bar having an upper wedging surface which is adapted to contact with the under wedging surf-ace of the head of said rail over a portion of its area and thence to diverge from said undersurface of the head inwardly toward the web of said rail7 whereby as wear occursand the angle bar is adjusted toward said rail the formation of a shoulder on the rail will be prevented.

ll. An angle bar adapted to be adjustably secured to a railway rail, said angle bar having an upper wedging surface which is adapted to contact over a portion of its area with the under wedging surface of the rail head and thence to diverge from the surface of contact inwardly toward the rail and outwardly away from the rail, whereby as 4wear occurs and said angle bar is adjusted toward the rail the area of contact of the wedging surface of the angle bar increases inwardly toward the rail and outwardly away from the rail.

12. An angle bar adapted to be adj ustably Copies of this patent may be obtained for five cents secured to a railway rail to support the v saine at a joint, said angle' bar having a lower wedging surface which is adapted to contact over a portion of its area with a longitudinally extending portion of the upper surface of the base of said rail and thence to diverge rail inwardly toward said rail, whereby as wear occurs and the angle bar is adjusted toward the rail the formation of a shoulder on said rail is prevented. j

13. An angle bar adapted to be adjustably secured to a railway rail, said angle bar having a lower part adapted to engage the base of said rail and to extend outwardly beyond the edge of said base, said partl hav-v ing a lower wedging surface adapted Vto contact with a portion of the upper surface of the base from the outer edge of said base inwardly and to diverge upwardly from the surface of contact outwardly of the edge of said base.

from said surface of the ln testimony whereof, I have subscribed y my. name.

EDWARD C. CARTER.

Witnesses:

GLEN E. SMITH, HENRY A. PARKS.

each, by addressing the Commissioner of Patents,

Washington, D. C." 

